Railroad signal-circuits.



No. 771,030. I PATENTED SEPT. 27, 1904.

' E. W. VOGEL.

RAILROAD SIGNAL CIRCUITS. APPLICATION FILED SEPT. 20, 1901; N0 MODEL.

UNITED STATES Patented September 27, 1904.

PATENT OFFICE.

EUGENE W. VOGEL, OF CHICAGO, ILLINOIS, ASSIGNOR TO THE RAILROAD SUPPLYCOMPANY, A CORPORATION OF ILLINOIS.

RAILROAD SIGNAL-CIRCUITS- SPEGIFIGATION forming part of Letters PatentNo. 771,030, dated September 27, 1904.

Application filed September 20, 1901- Serial No. 75,929. (No model.)

To a, whom it may concern.-

Be it known that I, EUGENE W. VoeEL, a

citizen of the United States, residing at Ohicago, county of Cook, Stateof Illinois, have invented 'a certain new and useful Improvement inRailroad Signal-Circuits; and I declare the following to be a full,clear, and exact description of the invention, such as will enableothers skilled in the art to which it pertains to make and use the same,reference being had to the accompanying drawings, which form a part ofthis specification. My invention relates in general to electricalsignals, and more particularly to an arrangement of thecontrolling-circuits whereby a plurality of signals located at differentpoints are simultaneously operated upon a train approaching one of thesignals and are successively discontinued as the train passes by.

It is frequently necessary that a number of signals located at differentpoints along the trackas, for instance, at a series of highwaysshouldall be actuated upon the approach of a train from either direction; butit is undesirable that any one of the signals should be continued afterthe train has passed the point where it is located. Previous to myinvention, so far as I am aware, the arrangements of the circuits foreffecting the operation above described have necessitated the use of twowire conductors between the several signals, which has added materiallyto the expense of such systems, as the signals are frequently located ata considerable distance apart.

The object of my invention is to provide an arrangement of circuits foreffecting the simultaneous operation of a plurality of signals \when atrain approaches one of them and for effecting the successivediscontinuance of the signals as the train passes each one in which onlyone wire conductor without a groundreturn between the several signals isrequired, thereby economizing the cost of construction and also avoidingthe liability of short-circuiting the system by the crossing ofconductors which exist when two wires are employed.

My invention, generally stated, consists in a single wire conductorextending between ad- 5 jacent signals, the terminals of the conductorbeing connected at each signal to the same rail of an insulatedtrack-section, and means included in such conductor controlled by theoperation of one signal to actuate a second signal, which in turn whenactuated may control a second circuit for effecting the actua tion of athird signal.

My invention will be more fully described hereinafter with reference tothe accompanying drawings, in which the same is illustrated as embodiedin a convenient and practical form, and in which- Figure l is adiagrammatic view illustrating my invention applied to two signals, and5 Fig. 2 a diagrammatic view illustrating the application of myinvention to three signals.

Similar reference characters are used to indicate similar parts in thefigures of the drawings.

Reference-letters X and Y indicate the rails of a railroad-track, thelatter being divided into a number of insulated sections A, A and AThese insulated track-sections extend from points B and B at which it isdesirable to locate 'signalsas, for instance, highways or crossings.

F and F indicate signals located at the points B and B which may be ofany desired type or construction. Normally open circuits, 30 includingbatteries Gr and G are provided for operating the signals F and Frespectively. These circuits are controlled upon the approach of a trainto operate the signal and continue the operation thereof while the 5train is passing the given point, and upon the rear end of the trainreaching such given point the circuit is controlled to discontinue thesignal. The means which I have shown for controlling each of thesignal-circuits is 9 an interlocking relay, which for convenience isshown of the Hovey type, covered by Patent No. 552,181, dated December30, 1895.

Track-circuits extend from the insulated track-sections at the point B,operatively connected to the magnets O and O respectively. The magnet Ois normally energized by the track-battery a, and thereby retains itsarmature D out of engagement with the fixed contact-point E. Thearmature D is retained out of engagement with the contact E by theenergization of the magnet C The interlocking relay controlling thesignal F is provided with magnets C and C, which when energized retainthe armatures D and D" out of engagement with the fixed contact E Themagnet C is energized by means of the track-battery a which is connectedto the insulated track-section A to the rails of which are alsoconnected leads in and y, forming a track-circuit, including the magnetC.

A contact IL is mounted upon the armature,

D and insulated therefrom. A lead connects the contact h with the lead00 which extends from the magnet (J to the rail X of the track-section AA second spring-contact Z is also connected to lead and is carried bythe armature D and supported by insulating material above thespring-contact h. A spring-contact if is mounted upon and insu latedfrom the armature D and is connected, by means of alead, with aconductor J. The under side of the end of the spring-contact 7&2 isprovided with insulating materialsuch, forinstance, as bone or ivory.The conductor J extends from a fixed contact H, which is engaged by thespring-contact Z when the magnet C is energized. The conductor Jterminates in a second fixed contact H located at the second signal andengaged by a springcontact Z, mounted upon and insulated from thearmature D*. A second spring-contact it is also carried by and insulatedfrom the armature D5 The armature D also carries a springcontact it,which is insulated therefrom and connected by a lead to the conductor J.The under side of the end of the springcontact [Z3 is provided withinsulating material. A lead 71: extends from the springcontacts Z and itto the lead 1 which connects the magnet O with the rail Y of theinsulated track-section A A battery a for supplying current to theconductor J may be located at any desired point-as, for instance, in thelead Z0 The magnets C and C are normally energized by means of thetrack-batteries a and (Z3, respectively, and consequently the armaturesD and D" are normally held in the positions indicated in Fig. 1,-thereby establishing the following circuit, which energizes the magnet Cthereby retaining the armature D in the position indicated: from onepole of the battery a to lead 7?, to movable contact Z*, to fixedcontact H to conductor J, to fixed contact H, to movable contact Z, tolead 71: to lead :0 to magnet (1 to lead to track Y, thence through aportion of the lead to the other pole of the battery (L The magnet C isenergized when the armatures D and D are held in the positions indicatedby means of the energization of the magnets C and C by the followingcircuit: from one pole of the battery a to lead is, to movable contactZ", to fixed contact H to conductor J, to fixed contact H, to movablecontact Z, to lead 73, to rail X of the insulated track-section A thenceto lead 09 through magnet (1 to lead 1 to the other pole of the battery(Z2.

The operation of the application of my invention illustrated in Fig. '1is as follows: When a train approaching from the left enters theinsulated section A, the track-battery a is short-circuited, therebydeenergizing the magnet O and permitting the armature D to fall intoengagement with the fixed contact E, thereby closing the signal-circuitand actuating the signal as follows: contact E to battery Gr, throughthe signal mechanism F to lead 9', to armature D, thence to contact E.The dropping of the armature D removes the contact Z from engagementwith the fixed contact H, thereby breaking the circuits which energizethe magnets C and C Consequently the signal F is also operated throughthe following circuit: contact E battery G through the signal mechanismF to lead 9 to armature D to contact E with which the armature engagesupon the deenergization of the magnet 0 through the breaking of itscontrolling-circuit. When the rear truck of a train has passed from theinsulated tracksection A, the track-battery a is no longershort-circuited, and consequently the magnet G is energized and thearmature D lifted from engagement with the contact E, thereby breakingthe circuit of the signal F and discontinuing such signal. The signal atF would continue, however, as the magnet C would be short-circuited bythe train upon the insulated track-section A to the opposite rails ofwhich its controlling-circuit, which includes the battery (4 isconnected. When the rear of the train passes the point B the magnet O isagain energized, and thereby lifts the armature D out of engagement withthe contact E and discontinues the signal at F by breaking thesignal-circuit. It should be noted that when a train has passed thepoint B but still occupies the insulated track-section A the magnet C isdeenergized, which permitsthe armature D to fall, breaking theengagement between the movable contact Zand fixed contact H which woulddeenergize the magnet C and operate the signal at F were it not for thefact that the spring-contact h engages the top of the spring-contact ifby reason of the armature D having fallen previous to the fall of thearmature Di thereby closing the circuit through'the lead Z0springcontact if, to spring-contact if, to conductor J, and continuingthe energization of the magnet C, which prevents the fall of armature Dand avoids the operation of the signal at F The operation when a trainapproaches from the right is similar to the operation above explainedand need not be described in detail. It might, however, be mentionedthat when a train has passed the point B going to the left the signal atF is prevented from being actuated by the circuit which energizes themagnet C being closed around the break which occurs between fixedcontact H and springcontact l, owingto the armature D being in itsfallen position owing to the short-circuiting of the magnet C by thetrain. The circuit around the contact H is as follows: if tospring-contact h, to spring-contact k through the connecting-lead toconductor J. By providing insulating material at the under sides of theends of spring-contacts k and it the falling of the armatures D and D*previous to the falling of the armatures'D and D respectively, does notcomplete the circuit to the conductor J around the contact-points H andH.

In Fig. 2 I have illustrated my invention as applied to three signalsinstead of two, and it will be obvious from the following descriptionthat it may be applied to any desired number of signals. The arrangementof the circuits at the signals F and F is the same as where only twosignals are operated except that the armature D is provided with aninsulated contact if for controlling a second circuit leading to thethird signal F such circuit comprising a conductor J, extending from afixed contact H engaged by the movable contact 72/3, to a fixed contactH, located at the third signal F. A lead k extends from the contact 72to the lead g, which connects the magnet C with the track Y of theinsulated track-section A The arrangement of the circuits at the thirdsignal F is in all respects similar to the arrangement of the circuitsat the signal F except that the contact H is mounted upon and insulatedfrom the right-hand armature D of the interlocking relay,whereas thecorresponding contact it is mounted upon the left-hand armature of theinterlocking relay in the arrangement at the signal F.

The operation of the arrangement of circuits illustrated in Fig. 2 is asfollows: The magnets. G and O are normally energized by thetrack-batteries a and a connected to the insulated track-sections A andA to the rails of which are connected track-circuits including themagnets C and C respectively. Magnet G is energized by the followingcircuit: from one pole of the battery a to movable contact if, to fixedcontact Hi to conductor J, to fixed contact H, to movable contact it, tolead to lead 3 through magnets C to lead 00 to rail X of the insulatedtracksection A thence through a part of lead w", to

lead 73, to the other pole of the battery a The magnet C is normallyenergized by the following circuit: from one pole of the battery (4 tomovable contact if, to fixed contact H", to conductor J, to fixedcontact H, to movable contact it, to lead k through a portion of thelead 3 to rail Y of the insulated track-section A thence to lead throughmagnet C to lead 13 to lead Z4 back to the other pole of the battery aThe magnet 0* is normally energized by the following circuit: from onepole of the battery a to movable contact if, to fixed contact H toconductor J, to fixed contact H, to movable contact it, to, lead If, torail X of the insulated track-section A to lead 00, through magnet 0*,to lead f to lead k thence back to the other pole of the battery a Themagnet C is normally energized by the following circuit: from one poleof the battery a to movable contact k to fixed contact H to conductor J,to fixed contact H, to movable contact it, to lead 76 to lead m throughmagnet C to lead to rail Y of the insulated track-section A through apart of lead to lead is, back to the other pole of the battery (0 When atrain approaches from the left in Fig. 2 and enters the insulatedtrack-section A, the track-battery a is short-circuited, therebydeeinergizing the magnet C, which permits the armature D to fall intoengagement with the contact E, thereby, closing the signal-circuitthroughthe battery Gr and signal mechanism F. The armature D when itfalls through the deenergization of the magnet C breaks the engagementbetween the movable contact /L and fixed contact H, and therebydeenergizes the magnet G which permits the armature D to fall intoengagement with contact E closing the signal-circuit through the localbattery G and signal mechanism F When the armature D falls through thedeenergization of the magnet C the engagement between contacts b and His broken, and thereby denergizing magnet G which permits armature D tofall into engagement with contact E thereby establishing a local circuitthrough battery G and signal mechanism F It is therefore evident thatthe signals at points B, B and B are simultaneously actuated when atrain approaches point B. When a train passes the point B, thetrack-battery a is no longer short-circuited, and consequently energizesthe magnet C, which lifts the armature D out of contact with point E,therebydiscontinuing the signal F located at such point B. The signalmechanism located at B and B however, continues, inasmuch as the trainupon the insulated track-section A short-circuits the battery (0 therebycontinuing the denergization of the magnet (1 and consequentlycontinuing the interruption of the circuit through magnet C When therear of a train has passed the point E the battery a is no longershort-circuited and then energizes magnets C and C thereby elevating thearmatures D and D respectively, out of contact with the points E and EThe signal mechanism F located at the point G is therefore discontinued.The signal at point B however, continues as long as any portion of thetrain is upon the insulated track-section A, owing to the battery (0being short-circuited thereby, and the magnet continues dengergized.When the rear truck of the train has passed the point B, the magnet C isenergized and attracts its armature 1), thereby breaking the circuitthrough the signal mechanism F located at the point B.

The operation of the application of my invention illustrated in Fig. 2when a train approaches from the right is similar in all respects tothat above explained as occurring when a train approaches from the leftand need not be described in detail.

Contacts similar to Z, Z, [L2, and h" for preventing the interruption ofthe circuit between pairs of signals when the train has passed eachsignal are employed in the arrangement shown in Fig. 2, in which theinvention is shown as applied to three signals. Such contacts have been,however, omitted from Fig. 2 to avoid confusion.

It is obvious that my invention is applicable to practically any numberof signals, it being merely necessary to continue the arrangement ofcircuits illustrated in Fig. 2.

From the foregoing description it is evident that I have provided anarrangement of circuits comprising only one wire conductor extendingbetween the signals whereby a series of signals located at distantpoints may be simultaneously operated when a train approaches either ofsuch signals and whereby each signal may be discontinued when it ispassed by the train.

While I have illustrated the Hovey type of relay for controlling thesignal-circuits, it is obvious that interlocking relays of other typescould be employed equally as well.

Having now fully described my invention, what I claim as new, and desireto secure by Letters Patent, is-

1. In a railroad signal system, the combination with a plurality ofsignals, of controlling means for each of said signals, a normallyclosed circuit comprising a wire conductor extending between pairs ofsuch signals and an insulated track-rail also extending between pairs ofsuch signals, means actuated simultaneously with the operation of thecontrolling means for each signal for breaking said circuit, and meansactuated by said circuit at each signal for controlling the operationthereof, substantially as described.

2. In a railroad signal system, the combina tion with a plurality ofsignal-circuits, of signals included in and operated by said circuits,circuit-controllers forv said signal-circuits, a normally closed circuitincluding said circuitcontrollers comprising a wire conductor extendingbetween pairs of such signals and an insulated rail also extendingbetween pairs of such signals, means operated by said circuitcontrollersfor controlling said normally closed circuit whereby said normallyclosed circuit is adapted both to be actuated by and to actuate thecircuit-controllers at each of said pairs of signals, substantially asdescribed.

3. In a railroad signal system, the combination with a plurality ofsignal-circuits, of signals included in and operated by said circuits,interlocking relays controlling said circuits, track-circuitsoperatively connected to said interlocking relays, a circuit comprisinga wire conductor extending between pairs of such signals and aninsulated track-rail operatively connected to the interlocking relays ateach of said signals, contacts carried by said relays adapted to engagecontacts in said circuit whereby one relay when actuated by the approachof a train controls said circuit and thereby actuates the other relay,substantially as described.

4. In a railroad signal system, the combination with a plurality ofsignal-circuits, of signals included in and operated by said circuits,interlocking relays controlling said signal-circuits, track-circuitsoperatively connected to said'interlocking relays, a wire conductorextending between pairs of signals and terminating in fixed contacts,insulated movable contacts carried by armatures in said interlockingrelays adapted to engage said fixed contacts, means connecting saidinsulated movable contacts with the leads of said track-circuits whichextend to the opposite rails of an insulated track-section, and a sourceof electricity in the circuit through said conductor, substantially asdescribed.

5. In a railroad signal system, the combination with a plurality ofsignal-circuits, of signal mechanism included in and operated by saidcircuits, interlocking relays controlling said signal-circuits,track-circuits connecting the magnets of said relays to the pairs ofrails in adjoining track-sections, a wire conductor extending betweenpairs of signals and terminating in fixed contacts, an insulated contactcarried by an armature in each relay adapted to engage one of said fixedcontacts, a lead at each relay connecting the insulated contact on thearmature with the track-circuit leading through the magnet of the otherarmature of said relay, said leads at the two relays being connected tothe track-circuits at points adjacent to opposite rails of an insulatedtracksection, and a source of electricity included in the circuitthrough said conductor, substantially as described.

6. In a railroad signal system, the combination with a plurality ofsignal-circuits, of signals included in and operated by said circuits,circuit-controllers for said signal-circuits, a normally closed circuitcomprising a wire conductor extending between pairs of such signals andan insulated rail also extending be tween pairs of such signals, saidcircuit adapted both to be actuated by and to actuate thecircuit-controllers at each of said pairs of signals, and track-circuitsoperatively including said circuit-controllers connected to an insulatedtrack-section which comprises said insulated rail, whereby the sameinsulated section of track forms a part of the usual track-circuits andalso a part of the circuitfor simultaneously controlling separatesignals, substantially as described.

7. In a railroad signal system, the combination with a plurality ofsignal-circuits, of a signal included in and operated by said circuits,electromagnetic circuit-controllers for said signal-circuits, a normallyclosed circuit comprising a wire conductor extending between pairs ofsuch signals and an insulated rail also extending between pairs of saidsignals and including said electromagnetic circuit-controllers, wherebysaid normally closed circuit is adapted both to be controlled by and toactuate the circuit-controllers at each of said pairs of signals, and abattery located in said normally closed circuit for energizing theelectromagnetic circuit-controllers at both signals, substantially asdescribed.

In testimony whereof I sign this specification in the presence of twowitnesses.

EUGENE W. VOGEL.

l/Vitnesses:

GEO. L. WILKINsoN, CLARA C. CUNNINGHAM.

